Beruflich Dokumente
Kultur Dokumente
DR. B. SENGUPTA
Member EAC (Industry) - MoEF
Former Member Secretary
Central Pollution Control Board
Email: bsg161@gmail.com
Contd..
3. Particulate Annual* 60 60 a) Most of the NAMP Stations
Matter 24 hours** 100 100 Gravimetric have Gravimetric
(size less b) TOEM measurement facility
than 10 c) Beta including CPCB
m) or attenuation CAQMS is having BAM
PM10 g/m3 TEOM has to be introduced
gradually
4. Particulate Annual* 40 40 a) Gravimetric measurement
Matter 24 hours** 60 60 Gravimetric facility may be developed
(size less b) TOEM countrywide
than 2.5 c) Beta CAQMS is having BAM
m) or attenuation TEOM is yet to be
PM2.5 g/m3 introduced gradually
Notes:-
(i) In case part feed is hydro-processed, the emission values shall be
calculated proportional to the feed rates of untreated and treated
feeds.
(ii) FCC regenerators shall have continuous systems for monitoring of
SO2 and NOx. One hourly average concentration values shall be
complied with 98% of the time in a month, in case of continuous
monitoring. Manual monitoring for all the emission parameters shall
be carried out once in two months.
(iii) Any concentration value obtained through manual monitoring, if
exceeds the limiting concentration value, shall be considered as
non-compliance.
(iv) Data on Sulphur (weight in %), Nickel (PPM) and Vanadium (PPM)
content in the feed to FCC shall be separated regularly.
(v) Limit of Carbon Monoxide emissions shall be complied with except
during annual shut down of CO boiler for statutory maintenance.
EMISSION STANDARD
SULPHUR RECOVERY UNITS
Plant Existing New SRU or
Capacity SRU Refinery
(Tonnes/day) Commissioned
Sulphur recovery, % Above 20 98.7 99.5
H2S, mg/Nm3 - 15 10
Sulphur recovery, % 5-20 96 98
Sulphur recovery, % 1-5 94 96
Oxides of Nitrogen All capacity 350 250
(NOx), mg/Nm3
Carbon Monoxide All capacity 150 100
(4) WHILE LDAR will not be applicable for heavy liquids with
vapour pressure < 0.3 kPa, it will be desirable to check for
liquid dripping as indication of leak.
1. pH 6.0-8.5
2. Oil & Grease 5.0
3. BOD 3 days, 27oC 15.0
4. COD 125.0
5. Suspended Solids 20.0
6. Phenols 0.35
7. Sulphides 0.5
8. CN 0.20
9. Ammonia as N 15.0
10. TKN 40.0
11. P 3.0
Unit : mg/l except pH
EFFLUENT STANDARD
5%
June
1994
April 1996
0.15 g/l
(4 metro) 3% in Metro cities
April
1995 April 2000
1 % in NCT &
Mumbai
Unleaded Jan
4 metros 1997
NCR Feb
Phase-out 2000 April. 2010
Unleded
Programme In Country
India
Vehicle Emission
Norm Schedule In Euro-III (Country)
Euro-IV (11 cities)
India 2010 April
Euro-II (Country) April6
Euro-III (11 cities)
Sulphur 0.50 %
2005 4 metros & Taj
Euro-I equivalent (Country)
August 1997
Euro-II eqv. For cars (4 metros)
Sulphur 0.25%
2000/01 Delhi & Taj
2ndset norms April 1998
notified
Sulphur 0.25%
1996 Metro cities
April-2000
Emission norms for
catalytic vehicles
Sulphur 0.25%
1995 April 2000-04 Entire Country
1st set norms
notified Sulphur 0.05%
11 cities
April-2005
1990
Sulphur 0.05%
April-2010 Entire Country
& 0.035 (11 cities)
Sulphur 0.005% (11 cities)
Diesel Sulphur
& 0.035%
(Entire Country)
Reduction
Programme
FINDINGS OF CPCB SOURCE
APPORTIONMENT STUDY
1) Levels of PM10 and PM2.5 in the ambient air were found to be
significantly high irrespective of locations. The concentration of these
pollutants are relatively higher at kerbside locations. Vehicles contribute
to PM10 & PM2.5 at all locations, but their contribution to kerbside
locations was relatively higher. At Kanpur and Delhi, almost at all
locations and in all standards of PM10 and PM2.5 are exceeded.
2) Winter and post-monsoon seasons were found to be most critical when
standard exceedence rates are higher than in summer months.
3) PM pollution problem is severe in the six cities and NOx was found to be
an emerging pollutant.
4) With respect to air toxics, Benzene levels were found to be higher in
Bangalore, Pune and Kanpur. Formaldehyde marginally exceed
permissible limits in Mumbai, Pune and Bangalore.
5) High Elemental Carbon (EC) to Organic Carbon (OC) ration (EC/OC)
represents freshly contributed diesel/coal/biomass/garbage combustion
particles (OC being contributed mainly from secondary organic aerosol
formation). This ratio was found to be high for most cities.
FINDINGS OF CPCB SOURCE
APPORTIONMENT STUDY
6) Significant quantities of sulfates and nitrates were found in PM10
indicating an important contribution of secondary particles.
7) Presence of molecular markers like hopanes and steranes in much
higher quantities indicate contribution from vehicles. Higher
concentration from levoglucosan indicates biomass burning.
8) Within the transport sector, the PM10 contribution in terms of
emission load is mainly from heavy duty diesel vehicles (40-59%) in
almost all the cities. Also, they are also the important contributors of
NOx (43-75%).
9) Though there are city-specific variations among the dominance of
sources, re-suspension of road dust and combustion sources
(including vehicles, refuse burning and DG sets) are prominent
sources of PM in all cities.
10) Morning and evening peaks in CO levels corresponding to vehicular
movement.
RECOMMENDATION (AS SUBMITTED BY SUBGROUP I AND II)
TO IMPROVE AIR QUALITY TO MAIN COMMITTEE ON AUTO FUEL VISION
AND POLICY 2025
Since the year 2000, differential norms are implemented in metros and
rest of the country due to non-availability of uniform quality fuel across
the country. Due to non-availability of appropriate quality fuel, the
vehicles of advance technology registered in metros and major cities
are deteriorating fast, defeating the purpose.
Ensuring nationwide same quality of fuel will reduce emissions of in-
use vehicle pollution noticeably due to the fact that the after-treatment
devices and other newer technologies are very susceptible to the
quality of fuel used. Very short distance exposure to low grade fuel
quality may deteriorate these devices and thus make newer
generations of in-use vehicles not effective or worse than those of
earlier generation vehicles due to the deterioration of emission control
devices. With this background, it is desirable to have the policy of One
Country-One Fuel-One Norm.
Learning from the experience due to dual fuel policy, One-Country
One-Fuel One-Norm policy implementations to optimize resources
and maximize the benefits is proposed. In view of this, by 2016 or
earlier country should have One Fuel i.e. BS-IV Gasoline with
50ppm Sulfur and 91 Octane. However, premium fuel with 95 RON
should also be available in the areas where such fuel compliant
vehicles are populated.
In view of large consumption of HSD in off road applications, there
is a need to look into the feasibility of having two grades of diesel
fuels in the country [off-road and on-road applications].
India is consuming more of diesel fuel compared to gasoline and
hence there is need to maximise production of diesel fuel. In the
light of this, studies should be undertaken to see the impact of
increasing T95 of diesel from existing 360degC to 370degC and in
case no significant influence is observed then T95 of HSD as
370degC may be adopted, which is likely to improve the availability
of diesel fuel in the country.
In order to conserve fuel and improve ambient air quality in the
country, fuel additives with proven credentials must be promoted.
The additised fuels which help the fuel efficiency and emission
reduction should attract less duty.
2. Recommendations of AFP-2003 which are yet to be
implemented should be considered as a starting point for
AFV&P-2025.
3. Consumer education on eco-friendly driving habits to curb
pollution and improve fuel economy should be encouraged.
4. AFV&P-2025 shall promote use of appropriate multi-modal
transport such as Bus Rapid Transit (BRT) and other Mass
Transport Systems. JNNURM to predict multi-modal transport
system considering current & future demographics.
5. AFV&P-2025 shall ensure quality infrastructure and address
the following issues for sustainable transportation & auto
industry growth -
Inspection & Maintenance regime across the country
In future, ITS enablement & End of Life (old vehicle scrapping policy
including fiscal incentives) vehicle management to be enforced
Urban & Rural Infrastructure & Road network quality
Traffic management (parking on-street & off-street, bus stops, road
information systems, training & education)
Urban & rural transport planning in conjunction with land use
development plan
Pedestrian facilities e.g. subway, foot over-bridge/ under-bridge,
footpath etc. to streamline the traffic flow & reduce accident thereby
improving overall road safety.
6. As PM10 and PM2.5 concentrations in 83 cities / towns have
reached at critical level (100% to 450% times the notified
ambient air quality standard), immediate attention is required
to prepare an action plan to reduce fine particulate pollution.
The integrated action plan to be prepared, keeping the
ultimate objective to meet PM2.5 standard in ambient air,
which must include the following:
Diesel particulate filter (DPF) installation in existing old diesel vehicles
(buses, trucks and commercial vehicles).
Supply of BSIV fuel in these polluted cities at the earliest.
Improved I/M programme for control of emission from in-use vehicles.
Supply of clean transportation fuel (CNG/LPG) in all cities where it is possible
to supply CNG / LPG particularly for 3-wheelers.
Restriction on use of highly polluting DG Sets.
Controlling particulate emissions from power plant/SSI units effectively.
Indentifying grossly polluting in-use vehicles and phasing them out.
7. For all non-attainment cities, and critically polluted areas,
action plans need to be prepared. The action plans should
include emission inventories, air quality monitoring, air quality
modelling, source apportionment studies, etc. Once prepared,
the action plans should be implemented by corresponding
state authorities and overseen by a high powered expert
committee.
8. Air toxics (Benzene, 1,3 butadiene, aldehydes, polycyclic
aromatic hydrocarbon, metals, etc) assessment, monitoring
and control should be given the highest priority. The limited
measurement done by CPCB show significantly high values
of air toxics in ambient air. MoEF may setup an expert body to
initiate the work on air toxic management.
9. Action plans prepared by SPCBs to control air pollution from
17 polluted cities as per Honble Supreme Court direction
should be properly implemented. An independent high power
expert body should be setup by MoEF to oversee the
implementation.
10. The PM10/PM2.5 sampler used for the measurement of
PM10 and PM2.5 in ambient air required thorough
auditing with respect to calibration of the analyzers.
MoEF may notify suitable agencies, for example
CPCB, NEERI, and CSIO, which should be given
authority to audit the sampler. Only accredited
suppliers instrument should be used for monitoring.
11. From the on-road vehicles fleet, grossly polluting
vehicles should be identified (which may be 5%-10% of
the total fleet), and they should be phased out.
12. To reduce high benzene levels in ambient air, vapour
recovery systems may have to be installed in petrol
dispensers and also benzene emission from two
wheelers need to be reduced. Impact studies on these
may be undertaken by oil companies and auto industry
and suitable action be taken.
13. As large number of DG Sets (diesel based small power
generating sets) is working in almost all cities due to bad
grid electricity supply, tighter norms need to be defined
for DG Sets.
14. About 40,000 mobile towers are installed in NCR region
and over 200,000 are installed in all over India. All mobile
towers have DG sets as backup power. Effort should be
made to reduce emission from these DG sets and DG
sets should be allowed to use only clean fuels /
technologies.
15. Development of mass rapid transportation systems. This
will reduce traffic congestion, lower personalized VKT,
and reduce soil and road dust re-suspension.
16. For 2 Wheelers, as the change in test cycle has shown
an increase in the emission values, the certifying agency
should establish the correlation.
17. NOx & HC values should be reported separately to show the
impact of NOx component.
18. For 3 Wheelers, the proposed emission values need to be made
more stringent.
19. In order to review the implementation of recommendations of
AFV&P-2025 and also to coordinate various recommended
studies, there it is recommended to form an empowered
committee with members drawn from all the stakeholders. The
scope of said committee must also include taking up following
studies:
To review and suggest the emission norms for 2 & 3 wheelers aligning with
the proposed fuel specifications
To propose the India specific fuel efficiency norms for all class of vehicles
commensurate with the fuel specifications.
Assessment of impact of increasing octane no. from 91 to 95 on fuel
efficiency of gasoline vehicles.
Assess the effect enhancing T95 of diesel fuel from 360 deg C to 370 deg C
on NOX & Particulate emission of diesel vehicles.
Air quality management & source apportionment study to be carried out on
continuous basis and shall be part of periodic review for policy & measures
20. Fiscal strategy must look into following major issues:
Judiciously setting differentiated tax rates
Email :
bsg161@gmail.com
91-9810043771